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` FURNAGE. No. 535,411. Patented Mar. 12, 1895.

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erna-r FRANCIS H. RICHARDS, OF HARTFORD, CONNECTICUT, ASSIGNOR TO ECKLEY B. COXE, OF DRIFTON, PENNSYLVANIA.

FU RNACE.

SPECIFICATION forming part of Letters Patent No. 535,411, dated March 12, 1895.

Application filed October 22, 1894. Serial No. 526,589. (No model.)

To all whom t may concern:

Be it known that I, FRANCIS H. RICHARDS, a citizen of the United States, residing at Hartford, in the county of Hartford and State of Connecticut, have invented certain new and useful Improvements in Furnaces, of which the following is a specification.

This invention relates to locomotive-engines, and has special reference to the means [o for effecting the combustion of the fuel, and to those features upon which the effective generation of steam is dependent.

The object of my present invention is to furnish a locomotive-engine of improved conr5 struction and organization especially adapted for burning the smaller sizes and lower grades of fuel, and for securing the maximum generation of steam from a given quantity of fuel in the shortest possible length of time.

Another object of my present invention is to provide, in connection with a locomotiveengine, means whereby the fuel, during the successive combustion periods, will be carried in a thin layer, maintained substantially n statu, quo during the successive stages of the combustion period, from end to end of the boiler in a fire-box or furnace-chamber located below and in parallelism with the liues of said boiler, and whereby the gaseous products of 3o the earlier stages of the combustion period, including the carbon monoxide and smoke produced by the incomplete combustion of the fuel, will be made to traverse the entire length of the long incandescent surfaceform ed by the ignited layer in advance of that layer producing the carbon monoxide and smoke, and to mingle these combustion products with the gaseous products of the latter stages of the combustion period in a highly incandes- 4o cent combustion-chamber at the extreme forward end of the fuel layer, to thereby secure a complete consumption of the carbon monoxide and smoke during the travel thereof and before they reach the flues of the boiler, and thence reverberating the non-combustible resultant gases and carrying them backward in separate streams through conduits of relatively small diameter above, but separated from, the richer gases arising from the ignited 5o layer, and discharging these non-combustible gases outside of the boiler, at a point adjacent to the rearward end of the layer of fuel, and .practically free from smoke and sparks.

In the drawings accompanying and forming part of this specification, Figure l is a plan view, on a relatively small scale, of a locomotive-engine of the camel-back variety embodying my invention. Fig. 2 is a sectional side-elevation of a portion ofthe locomotiveengine and a portion of the tender connected 6o therewith. Fig. 3 is a sectional side-elevation, on arelatively large scale, of a portion of the forward end of the locomotive-engine. Fig.

4 is a sectional side-elevation, on a relatively large scale, of a portion of the rearward end of the engine and a portion of the tender connected therewith. Fig. 5 is a rear elevation of the locomotive-engine as seen from the left hand in Fig. 4, the tender and fuel-elevator being removed and portions of the locomo- 7o tive-engine being broken away to more clearly show certain details thereof. Fig. 6 is a front elevation of the locomotive-engine, as seen from the right hand in Fig. 3, portions thereof being shown in vertical cross-section. Fig. 7 75 is a sectional plan view of a portion of the rear end of the locomotive-engine and a portion of the front end of the tender, and Fig. 8

is a cross-sectional view of the boiler of the locomotive-engine showing a portion of the 8o traveling-grate supported therein.

Similar characters designate like parts in all of the gures.

In the drawings, only so much of a locomotiveengine and its tender is shown as is deemed to be necessary for a clear illustration of the application and mode of operation of my improvements. All of the parts of the locomotive-engine with the exception of those elements which have a direct influence upon 9o the combustion of the fuel and the consequent generation of steam, are, or may be, in general construction and organization, substantially the same as like parts in Camelback locomotive-engines of ordinary construction, except in so far as these are necessarily subordinated to the nature and general organization of my improvements.

In the preferred embodiment of :my invention herein shown and described, the locomoico tive-engine boiler, which is of the multi-flue variety, is supported in the usual manner by l the frame/work, designated in a general way the smoke-box F2.

by A, which in turn is supported by the axles, f, of the driving-wheels,f', and by the forward truck, designated in a general way byfz. The running-gear of the locomotive, which includes the frame A, drivers,f', and the forward truck f2, together' with the machinery, in operative connection with the drivers, and through the medium of which movement is transmitted to said drivers, are, or may be, of any usual construction and organization.

As a convenient means for providing the locomotive-engine with a lire-box or furnacechamber which shall extend from end to end and below the flues of the boiler B, without materially increasing the height of said boiler relatively to the driving-wheels, the boiler is provided, at a point preferably in vertical alignment with the longitudinal axis thereof, with a tube or flue F of relatively large diameter, which extends from end to end of the boiler and is in communication, at the forward end thereof, with a combustiouchamber, F', which communicates with the relatively small lines 9 of the boiler, located above the relatively large flue or tire'box F. This combustion-chamber F' is located above the forward truck f2' and is supported in the same manner as the usual smoke-box of locomotive-engines of ordinary construction, the only differencein vthe construction of the combustionchamber, over the usual smoke-box, being the provision of heat-resistant inclosing-walls, constructed preferably of irebrick and adapted to be heated to a high state of incandescence, and the emission of a communicating smoke-stack.

As shown in the drawings (see Figs. 2 and 4) the smoke-box designated by F2, is located at the rearward end of the boiler and is in communication with the relatively small flues of the boiler at the rearward end thereof, it being cut off from direct communication with the lire-box by the inner wall of the fuel-supply hopper H, located at the rearward end of the tire-box, and by the transverse partition, 9', which is secured to the inner wall of the hopper, and to the rear {ine-sheet of the boiler, preferably in alignment with the extreme upper edge of the lire-box F. Thus it will be seen that the tire-box proper is located intermediate to the combustion-chamber F and This smoke-box F2 will, in practice, be located directly above the extreme forward end, or ignition area, of the grate, hereinafter described, and will be provided at its upper end with a smoke-stack S,

of any suitable construction.

The inner wall of the supply-hopper H, is shown herein, at 9", as a heat-radiating or fuel-drying sheet against which the fuel-supply from the conveyer, I-I', is delivered. As

all fuel used upon locomotive engines contains more or less moisture, and as the presence of such moisture lowers, to an extent corresponding to the amount of the same present in the fuel, the temperature of the combustion-chamber, it is obvious that any means which will permit the drying of said fuel before it reaches the traveling-grate and is subjected to the direct heat of the combustionchamber, will increase the effectiveness of the fuelsupply as a combustion-producing and supporting medium. In the construction shown herein it will be evident that such a preliminary drying of the fuel will be obtained through the radiation of the heat of the waste products of combustion, which heat is communicatedby convection to the dryingsheet 9", as said drying sheet forms the rearwall of the tire-box as before stated, and also the forward wall of the hopper H, and is in position to have directed upon it the fullforce of the waste heat in the fnalproducts of com bustion which escape from the smoke-box F2, through the smoke-stack S.

As means for carrying the fuel progressively forward Within, and from end to end of, the fire-box and boiler, underneath the flues of said boiler, and for maintaining the fuel in a thin layer, substantially in statu quo during the successive stages of the combustion period, I have shown the locomotive-engine provided with a fuel-traveling grate, designated in a general way by G, which will preferably be of the endless chain variety, and will have the upper or fuel-carrying run thereof, supported within the rebox and within the shell of the boiler approximately midway of the height of said fire-box and below, and in substantial parallelism with, the fines of the boiler. This endless grate is carried at one end of its circuit, rearward of the boiler underneath the smoke-box, and at the opposite end of the circuit in advance of the boiler and within the combustion-chamber F', by chainwheels 12 and 14, respectively, carried upon transversely-disposed shafts 13 and 15, respectively, journaled in suitable bearings each side of the grate, the bearings for the rearward or driving-shaft, 13, only, being shown in the drawings. This driving-shaft 13 will be provided at one end thereof with a worm-wheel 4.0 which is driven by means hereinafter described.

As a means for supplying air to the fuel carrying run of the grate at varying pressures at successive points in the length thereof, which fuel is represented by dotted line, h,in Figs. 3 and 4, I have provided an air-blast apparatus which is located in part underneath the fuel-carrying run of said grate. This airblast apparatus, in the forni thereof herein shown, comprises a series of communicating air-blastchambers or compartments, a, t), c, d and e, having outlet openings'contiguous to successive fuel-supporting areas of said grate, a blower D having an air-conduit, 25, in communication with said chambers and means, substantially as hereinafter described, for actuating said blower. Asaconvenient means for constructing these air-blast chambers, the lower portion of the flre-box or iiue C, or that portion of the fiue below the fuel-carrying run IIO of the grate, is shown transversely divided at successively remote points by partitions a', b', c', and d', respectively, the successive partitions being preferably of successively increased lengths, as illustrated in Fig. 2 of the drawings, the lower ends of said partitions being remote from the lower ed ge of the reverberatory-ue so as to not only limit the supply of air to the successive chambers, but also to secure free access to the chambers at the lower sides thereof, for facilitating the removal of ash or cinder which may accidentally fall into said chambers from the fuel-carrying run of the grate.

The locomotive-engine is shown provided with an engineers cab, K, which is located'y uous or in close proximity to the fuel-carrying` run of the grate, and the hopper is supplied with fuel from the tender T by means of anY endless conveyer or elevator, designated in a general way by H', which has its receiving end in a pit, 26, formed by a depression in the floor of the tender and has its discharge end normally above and in vertical alignment with the hopper H. This endless conveyer may be of any suitable construction, it being herein shown as consisting of an endless link belt, 26', carried at its upper and lower ends upon the belt-wheels or sprocket-wheels, 27 and 27', respectively, which are carried upon transverse shafts 28 and 2 8', respectively, supported in the usual manner in a frame-work, which may be in the nature of guides, 29'.

In practice the fuel-conveyer or elevator H' will be pivotally supported at its lower end, and will simply have a bearing engagement at its upper or discharge end against the forward end of the hopper H, and will be adapted to be swung backward away from the hopper, as indicated by dotted lines in Fig. et, and will be free for movement when in its working position, and will be unaffected by any oscillatory movement of the locomotiveengine proper. The lower `wheel-shaft,`28', will preferably constitute the pivotal support for said elevator and will also constitute the drivingshaft therefor, said shaft being journaled in suitable bearings in the frame-work of the tender, preferably below the iioor thereof, and will be actuated by means hereinafter described.

In practice the blower D will be located preferably in the rear of the boiler B, within the cab K', at one side of the smoke-box F2, as shown most clearly in Fig. 5 of the drawings.

As a convenient means for actuating the fuel-traveling grate G, the fuel-elevator H and the blower D so as to maintain proportionate velocities of relatively varying ratios, I have provided driving-mechanism for simultaneously actuating the said grate, blower and elevator, which driving-mechanism, in the preferred form thereof herein shown, consists of an independent engine, E, preferably of the reciprocating variety, and supported within the iiremans cab K', the driving-shaft 30, supported in suitable bearings, and operatively connected with and driven by said engine, and carrying a worm, 30', at one end thereof, and a pulley at the opposite end thereof. This driving-shaft 30 is operatively connected with the chain-wheel shaft 13 of the grate mechanism, through the medium of an intermediate shaft 3l, carrying a worm at one end thereof in mesh with the worm-wheel 40 of the chain-wheel shaft, and carrying a wormwheel 32 at the opposite end thereof, which meshes with the worm 30' of the driving-shaft 30. Said driving-shaft is operatively connected with the blower-shaft by means of a pulley, 30", upon said driving-shaft 30, belted to a pulley 33, upon the blower-shaft, and said driving-shaft 30 is operatively connected with the shaft 28 of the elevator through the medium of a flexible shaft, 34, operatively connected at one end of the shaft 29 by a suitable gearing, and operatively connected at its opposite end to the intermediate-shaft 3l by suitable gearing, after the usual manner of making driving-connections between shafts of machines.

It will be obvious that the particular construction and organization of driving-mechanism herein shown may bemodified within the scope and limits of my invention.

In the form thereof herein shown, the steamdome, designated by R, is located about midway of the length of the boiler and within the cab K, the induction or supply-pipe, 50, for the steam-chests of the cylinders, I, extending from the upper part of the steam-dome downward and through the upper part of the boiler, through the combustion-chamber F' and connecting with the steam-chests in the usual manner. In the present instance, the exhaustpipes, 5l, from the cylinders are shown extending upward and around each side of the combustion-chamber F', where they communicate at their upper ends with an exhaust-pipe, L, located above the combustion-cham ber.

In practice, the combustion goes on at one stage or another during the entire length of thelre-box or furnace-chamber, F, or throughout the entire length of the fuel-carrying run of the grate, and, consequently, throughout the entire length and below the relatively smallliues 9 of the boiler. The ignition of the fuel takes place at the extreme rearward end of the grate, or at that area thereof immediately adjacent to, the delivering end of the hopper H, and below the smoke-box F2. Dur- IOO IIC!

ing the successive stages of the combustion period, the gaseous products of the earlier stages of said combustion period, including the carbon monoxide and smoke produced by the incomplete combustion of the fuel, will be carried forward over the entire length of the incandescent surface formed by the ignited layer and in advance of the layer producing the carbon monoxide and smoke, toward the combustion-chamber F at the forward end of the boiler, and these first products of combustion will be intermingled there with the products of the latter stages of the combustion period, where, owing to the extreme high temperature of the combustionchamber and the high incandescent condition of the walls thereof, the carbon monoxide and smoke are consumed and the oxidation of the gases is completed, after which the non-combustible residuum, principally the carbon dioxide, is carried backward through the relatively small flues 9 of the boiler, and discharged through the so-called smoke-box F2 into the smoke-stack S, practically free from smoke and sparks.

In practice, some suitable guide orslide-way will be provided for supporting and guiding the lower run of the traveling-grate, as, for instance, the plate or slideway l1, shown in Figs. 2, 3 and 4t. The ash-pan P for receiving the discharge from the grate G will preferably be located below the forward end of said grate as shown in Fig. 3, and maybe of any suitable or box-like construction adapted for holding a reasonable amount of ash and cinder.

Having thus described my invention, I claiml. In a locomotive-engine, the combination with the flue-boiler, of a tire-box located below and extending from end to end ofthe iiues of said boiler, a grate supported for traveling movement within and extending from end to end of said tire-box, means in position and adapted for supplying fuel to the rearward end of said grate, a combustion-chamber located adjacent to the forward end of said grate and communicating with the flues ofthe boiler and with the fire-box, a smokebox 1ocated above and adjacent to the rearward end of said grate and communicating with the liues of the boiler at the rearward end thereof, a smoke-stack leading from said smoke-box and also adjacent to the rearward end of said grate, and means in connection with and adapted for actuating said grate, substantially as described and for the purpose set forth.

2. In a locomotive-engine, the combination with the flue-boiler, of a tire-box located below and extending from end to end of the iues of said boiler, a grate supported for traveling movement within and extending from end to end of said tire-box, means in position and adapted for supplying fuel to the rearward end of said grate, a combustion-chamber l0- cated adjacent to the forward end of said grate and communicating with the fines of the boiler and with the fire-box, a smoke-box located above and adjacent to the rearward end of said grate and communicating with the flues of the boiler at the rearward end thereof, means in connection with and adapted for actuating said grate, and air-blast apparatus in connection with and adapted for supplying air to the fuel from points below the fuel-supporting portions of the grate, substantially as described and for thepurpose set forth.

3. In a locomotive-engine, the combination with the flue-boiler, of a {ire-box located within and extending from end to end of the shell of said boiler, an endless grate supported for traveling movement within and extending from end to end of said fire-box, means in position and adapted for supplying fuel to the rearward end of the upper run of said grate, a combustion-chamber located adjacent to the forward end of said upper run and communicating with the iiues of said boiler and with the tire-box, a smoke-box located above and adjacent to the rearward end of the upper run of said grate and communicating with the rearward ends of the flues of the boiler, and means in connection with and adapted for actuating said grate, substantially as described and for the purpose set forth.

1t. In a locomotive-engine, the combination with the tine-boiler, of a fire-box located within and extending from end to end of the shell of said boiler, an endless grate supported for traveling movement within and extending from end to end of said tire-box, means in position and adapted for supplying fuel to the rearward end of the upper run of said grate, a combustion-chamber located adjacent to the forward end of said upper run and communieating with the iiues of said boiler and with the fire-box, a smoke-box located above and adjacent to the rearward end of the upper run of said grate and communicating with the rearward ends of the fines of the boiler, means in connection with and adapted for actuating said grate, and air-blast apparatus in connection with and adapted for supplying air to the fuel below the fuel-supporting run of the grate, substantially as described and for the purpose set forth.

5. In a locomotive-engine, a {ine-boiler having a fire-box located within the shell and extending from end to end thereof, in combination with the combustion-chamber, in communication with the fire-box and with the iiues of the boiler at the forward end thereof, a smoke-box located in the rear of the rearward end of, and above, the fire-box, a fuelsuppply hopper having its discharge end contiguous with the rearward end of the fire-box and below the smoke-box, a grate supported for traveling movement within the fire-box with the forward end thereof projected into the combustion-chamber and the rearward end thereof located below the hopper and smoke-box, means in connection with and adapted for actuating said grate to carry the fuel from apoint below the hopper and smoke- IOO IOS

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box progressively forward into the combustion-chamber, and means in connection with and adapted for supplying air to the fuel-carrying run of the grate at varying pressures at successive points in the length thereof, substantially as described and for the purpose set forth.

6. In alocomotive-engine, the combination with the Hue-boiler, of a grate supported for traveling movement within Vand extending from end to end of said boiler, a fuel-supply hopper supported adjacent to the rearward end of said grate and in position to supply fuel thereto, a fuel-elevator supported in the rear of the fuel-supply hopper with its discharge end in vertical alignment with the receiving end of said hopper, a blowerhaving a conduit in communication with the space below the fuel-carrying run of the grate,and means, substantially as described, for simultaneously actuating the grate andfuel-elevator and the blower at proportionate velocities at relatively varying ratios, substantially as described and for the purpose set forth.

7. In a locomotive-engine, the combination with the flue-boiler, of a grate supported for traveling movement within and extending from end to end of said boiler, a fuel-supply hopper supported adjacent to the rearward end of said grate and in position to supply fuel thereto, a fuel-elevator supported in the rear of the fuel-supply hopper with its discharge end in vertical alignment with the receiving end of said hopper, a blower having a conduit in communication with the space below the fuel-carrying run of the grate, and driving-mechanism in position and adapted for simultaneously actuating the grate, the blower and the fuel-elevator at proportionate velocities, and consisting of an independent engine and a driving-shaft actuated by said engine and operatively connected with said grate, blower, and elevator, substantially as described and for the purpose set forth.

8. 1n a locomotive-engine, the combination with the fire-box and the fuel-supply hopper, and with the tender,of an endless fuel-elevator pivotally supported at its receiving end, adjacent to the floor of the tender and adapted to have a swinging movement at its delivering end toward and from the fuel-supply hopper, and means in connection with and adapted for actuating said fuel-elevator to deliver fuel from the tender into the fuel-supply hopper, substantially as described.

9. In a locomotive-engine, the combination with the fire-box and the fuel-supply hopper connected therewith, and with the tender, of an endless fuel-elevator pivotally carried at :its lower receiving end in and by the tender, and having its `opposite delivering end normally adjacent to the fuel-receiving end and adapted for swinging movement toward and from the fuel-supply hopper, an actuator for said endless elevatorcarried in advance of the tender and having a flexible driving-connection with said elevator, substantially as de.- scribed and for the purpose set forth.

l0. The combination with the locomotiveengine and its tender, and with the fire-box and f nel-supply hopper of said locomotive-engine, of a fuel-elevator carried by said tender and adapted for swinging movement independent of the locomotive-engine and having its delivering end normally above and in vertical alignment with the receiving end of the supply-hopper of said locomotive-engine, and actuating mechanism carried by the locomotive-engine and having a flexible drivingconnection with the fuel-elevator carried by said tender, substantially as described and for the purpose set forth.

1l. In a locomotive-engine, the combination with the flue-boiler, of a lire-box located below and extending from end to end of the flues of said boiler, a grate supported for traveling movement within and extending from end to end of said fire-box, means in position and adapted for supplying fuel to the rearward end of said grate, a combustion-chamber located adjacent to the forward end of said grate and communicating with the flues of the boiler and with the fire-box, a smoke-box located above and adjacent at the rearward end of said grate and communicating with the ues of the boiler at the rearward end thereof and having its rear wall contiguous to the fuel-supply and adapted to form a fuel-drying-sheet, a smoke-stack leading from said smoke-box and also adjacent to the rearward end of said grate, and means in connection with and adapted for actuating said grate, substantially as described.

12. The herein described process of burning coal and other fuels in locomotive-engines, which consists in igniting the fuel upon a grate and carrying the same forward through successive areas and throughout the entire length of the boiler of the locomotive-engine and maintaining the same substantially n statu quo during the successive stages of the combustion period; subjecting the fuel to successive air-blasts at varying pressures at successive points in the length of the traveling movement thereof, and forming, thereby, a long incandescent fuel-surface; carrying the gaseous products of the earlier stages of the combustion period, including the carbon monoxide and smoke, longitudinally of the boiler, over the long incandescent fuel-area; intermingling the products'of the earlier and later stages of the combustion period at a point in advance of the forward end of the layer of fuel, to complete the oxidation and consume the smoke and carbon monoxide; and then carrying these non-combustible products backward in separate streams over, but disconnected from, the gases arising from the ignited layer, and discharging these non-combustible products, practically free from smoke IOO and sparks, at a point adjacent to and above the forward end of lthe fuel, substantially as described.

13. The herein-described process of burning coal and otherfuels in locomotive-engines, which consists in igniting the fuel upon a grate and carrying the same forward through successive areas and throughout the entire length of the boiler of the locomotive engine, and maintaining the same substantially n statu quo during the successive stages of the combustion period; subjecting the fuel to successive air-blasts at varying pressures at successive points in the length ot' the traveling movementJ thereof, and forming thereby a long incandescent fuel-surface; carrying the gaseous products of the earlier stages of the combustion period, including the carbon monoxide and smoke, longitudinally of the boiler over the long incandescent fuel-area,

intermingling the products of the earlier and later stages of the combustion period at a point in advance of the forward end of the layer ot' fuel, to complete the oxidation and consume the smoke and carbon monoxide; carrying these non-combustible products backward in separate streams over, but disconnected from, the gases arising from the ignited layer, and subjecting the fuel-supply to the action thereof, and thereby drying the fuel prior to the delivery of the same upon the fuel-receiving end of the grate; and dischargingsaidnon-combustibleproducts,prac tically free from smoke and sparks, at a point adjacent to and above the fuel supply, substantially as described.

FRANCIS H. RlCI-IARDS. Vitnesses:

FRED. J. DOLE, S. W. PoTTs. 

